Rail vehicle coupler



Oct. 25, 1955 v. H. AMES RAIL VEHICLE COUPLER I5 Sheets-Sheet 1 Filed Sept. 25, 1955 TIIIIIIIIIIIIIA INVENTOR VICTOR H. AMES Oct. 25, 1955 v. H. AMES RAIL VEHICLE COUPLER 3 Sheets-Sheet 2 INVENTOR. VICTOR H AMES BY Filed Sept. 23, 1953 E EIWE- W a y. MW x NN mm 8 m6;

ATTORNEY Oct. 25, 1955 v. H. AMES RAIL VEHICLE COUPLER 3 Sheets-Sheet 3 Filed Sept. 25, 1953 INVENTOR.

S E Y m MK R H m m T T A m V nited States Patent Office 2,721,522 Patented Oct. 25, 1955 RAIL vEnrcLE COUPLER Victor H. Ames, Midlothian, lll., assignor to Whiting Corporation, a corporation of Illinois Application September 23, 1953, Serial No. 381,786

11 Claims. (Cl. 105-73) This invention refers to railway car coupling devices particularly of the type wherein a portion of the weight of a railway car or the like is transferred to a traction vehicle through the vehicle coupler.

In a previously filed application by Bock and Ames, Serial No. 164,226, there is described a traction vehicle which increases its normal tractive effort by transferring to itself some of the weight of a railway car to which it is coupled. This transfer of weight is accomplished by actuation of a hydraulic cylinder which moves the vehicle coupler arcuately in a vertical direction, bringing a fixed member carried by the vehicle coupler into engagement with the lower side of the car coupler. The hydraulic cylinder mentioned actually engages a box of rectangular cross section pivoted at one end to the vehicle and containing the tongue of the vehicle coupler, the latter being pivoted in the box for movement in a horizontal plane. This arrangement has proven generally satisfactory but the structure is necessarily quite heavy due to the high stresses developed. It is also relatively bulky, requiring a vehicle of larger size than would otherwise be necessary.

One of the principal objects of this invention is to provide a railway car coupler device of the type described which is relatively small and inexpensive, which may be conveniently mounted on a rail traction vehicle, and which incorporates cylinder means for effecting the necessary transfer of weight between a railway car and vehicle.

Another object of this invention is the provision of a coupler of the type described which is capable of negotiating sharp track curves while continuing its weight transfer action and which permits the use of a relatively lighter vehicle frame.

Other objects and advantages of this invention will be disclosed in the course of the following description and in the appended drawings, in which:

Fig. 1 is a partially broken away rear elevation of a rail traction vehicle utilizing my improved coupler device;

Fig. 2 is a side elevation of a vehicle shown in Fig. 1;

Fig. 3 is a cross section through the coupling device, taken along the line 33 of Fig. 1;

Fig. 4 is a section through a modified form of coupler device suitable for use on a vehicle of the type illustrated in Fig. 1;

Fig. 5 is a plan view of the coupler device shown in Fig. 4;

Fig. 6 is a partially broken away side elevation of a vehicle incorporating a modified form of vehicle coupler;

Figure 7 is a plan view of the coupler shown in Figures 1 and 2 taken along the line 77 of Figure 2; and

Figure 8 is a sectional view of the coupler taken along the line 8-8 of Figure 2.

In brief, my coupling device includes a generally horizontal beam or ways mounted on the vehicle transverse to the direction of vehicle movement. A carriage is mounted for sliding movement along the beam and carries a coupler head for mating engagement with a railway car coupler.

Hydraulic cylinders may --be employed to raise both the beam and carriage, thereby eifecting the desired weight transfer, but preferably a single hydraulic cylinder mounted on the carriage is utilized for this purpose.

Although the precise form of vehicle to which my device can be applied is not of primary importance, I have illustrated a vehicle having road wheels 10 and rail wheels 11, the latter being disposed transversely to the former. The rail wheels 11 are mounted on aXle 12 extending through side members 13 of the vehicle frame. The rail wheels 11 may be interconnected by side bars 14. The road wheels 10 may be mounted on an axle housing 16 pivoted to the side members 13 by rigid arms 17. An internal combustion engine (not shown) is coupled by conventional means to the rail wheels 11 and to the road wheels 10.

A box girder 18 of generally rectangular cross section extends in a generally horizontal plane transversely between the side members 13 near the front of the vehicle. The girder 18 may suitably be formed by welding together a pair of channel sections as indicated in Fig. 1. A carriage 19 has formed therein an opening adapted to receive the girder 18 and also supports four pins 21 upon which grooved rollers 22 are rotatably mounted. The pins 21 are inclined at approximately 45 and are parallel to each other in such manner that the grooved rollers 22 engage the upper inner edge and the lower outer edge of the girder 18. Ordinarily the rollers 22 will be four in number, although three may be employed under some circumstances.

Attached to the carriage 19 is a coupler head 23 suitably shaped for mating engagement with a standard railway car coupler. A web 24 extends downwardly from the lower face of the head 23 and is rigidly secured to the carriage 19. The web 24 is also internally bored to form a hydraulic cylinder in which a piston 26 is reciprocably mounted immediately below the opening in the head 23. A flexible hose 27 connects the cylinder portion of the web 26, herein designated 28, with a suitable source of pressure fluid on the vehicle.

The dimensions of my coupler are such that the head 23 may be engaged with a standard railway car coupler by simply moving the vehicle along the track in conventional manner until the couplers engage. During this operation the piston 26 is retracted, but after coupling, it is elevated by admitting pressure fluid through the hose 27. Thus, the piston 26 is brought directly into engagement with the lower surface of the railway car coupler, forcing it upwardly and transferring a portion of the weight of the railway car to the vehicle. The flanged rollers 22 prevent turning of the carriage 19 on the girder 18, the latter being effective to transfer the stress to the side members 13 and the vehicle frame. As the vehicle, with the car coupled thereto, moves along a curved track, the carriage 19 is allowed to move freely along the girder 18. Since the girder 18 is straight it may be considered as a portion of the periphery of a circle of infinite radius about which the coupler is free to move in a horizontal plane. Vertical movement of the coupler head in this embodiment of my invention is not necessary, but the car coupler can articulate within the head 23. Longitudinal movement of the car coupler head 23 is, of course, obviously impossible, so the draft force is transferred directly to the vehicle frame.

A somewhat modified form of coupler is illustrated in Figs. 4 and 5 wherein the transverse girder is formed from a pair of channels 29 having flanges 31 facing each other. A hydraulic cylinder 32 having upwardly extending piston rod 33 is disposed between the flanges 31 and supported by a frame 34 which may partially envelop the cylinder 32. Flanged wheels 36 are suitably mounted on the frame'34 for movement along the flanges 31, four of these wheels being employed. Generally horizontal .wheels 37 are also carried by the frame 34 on opposite sides of the piston 26 and engage the flanges 31 in such manner as to prevent movement of the cylinilerBZzortthepiston rod33 transversely :to the main .axis of the :channels v29. .A coupler head 3.8 may be secured as by welding ito-the .upper extremity of the pistonrod 33, the latter being of sufficient diameter to substantially close the lower :portion of the openingextending through the coupler head (Fig. 5.). With this type of structure an additional advantage is obtained in :that the coupler headf38 is free to rotate about a vertical axis, thus largely obviating the necessity of articulation between the vehicle-coupler head-and 'thetcar .couplerhead. The necessary hydraulic pressure fluidis, of course, supplied to the cylinder .32 by flexible hose 27 in the manner previously described.

iUnder some conditions the :use :of a iflexible hose .27 is considered objectionable. Under such circumstances I may, as shown in Fig. 6, mount the girder 18 for vertical movement between guides .39 secured to the side members 13. :A pair of hydraulic cylinders 41 are pivotallysecuredto brackets 42 carried bythe side plates :13 and are provided with piston rods 43 pivotally engaging opposite ends 'of the .girder 18. These cylinders preferably will be disposed .rearwardly of the .axle 12 in such positionasto insurethatthe transferof weight will occur between-the rail wheel axles 12. This is, of course, true of :all forms of my invention.

The carriage 19 issimilar to that previously described and includes the grooved :rollers 22 which engage the girder '18 for slidably supporting the carriage. The coupler head .23 is also generally similar to that previously described except that in this modification a supporting web-44extends downwardly from thehead 23 anddefines a zfiat, :rigid surface, indicated at 46, directly below the opening .in the coupler head 23 in such position as to engage the lower surface of the railway car coupler. Hydraulic-means (not shown) are provided for actuation of the cylinders 41, the coupler head 23 being raised to a suitable height by such operation. -After engagement with :the car coupler the piston rods 43 are extended further, bringing the surface 46 into engagement with the car coupler and effecting the necessary transfer of weight. The-carriage 19 is, of course, free to move along the girder 18 regardless of whether or not the coupler head 23 is engaged with the car coupler. Piston rods 43 are stressed only in compression since the guides 39 absorb all of the draft stresses occasioned during operation.

The weight is transferred directly through the pistons to I the vehicleframe 13 at a point relatively near the forward rail axle :12. 'In effect, therefore, the girder 18 constitutes in itself a frame'memberand serves to strengthen the vehicletrame.

Since my coupler device is not required to move arcuatelyabout a fixed point, it may be situated along the edge of the vehicle insuch position that it-does not interfere withother components such as the engine or power train. It may, if desired, be attached to existing vehicles withoutexceptional difiiculty and is highly serviceable, particularly when operating on tracks having unusually sharp curves. Since the structure is largely selfcontained, the necessity for complex structural supports are eliminated.

It is important to note that in every instance locking engagement between the coupler heads is obtained without 'limiting inany way the ability of the heads to move laterally :and without permitting longitudinal movement of i the heads during operation.

The foregoing detailed description illustrates preferred forms ofmy invention, but it should not be understood'that I limit myself to the details therein disclosed except insofar as definedin the appended claims.

Lc'laim:

'11. Coupling apparatus for a rail traction vehicle comprising a vehicle coupler shaped for mating draft engagement with a railway car coupler and defining an opening, a member directly below the opening and carried by the vehicle coupler for engagement with a lower surface of the railway car coupler when the vehicle coupler and the car coupler are engaged, elongated generally horizontal support means on the vehicle slidably supporting said vehicle coupler for generally horizontal movement in a vertical plane transverse to the direction of vehicle movement, and fluid cylinder means for forcing said member upwardly into contact with the lower surface of the railway car coupler.

2. Coupling apparatus for a rail traction vehicle of the type having spaced rail wheel axles comprising a vehicle coupler shaped for mating draftengagement with a railway car coupler and defining an opening, a member directly below the opening carried by the vehicle coupler for engagement with a lower surface of the railway car coupler when the vehiole'couplcr and .the car coupler are engaged, elongated generally .horizontalsupport .means on the "vehicle slidably supporting the vehicle coupler for generally horizontal movement in a vertical plane transverse to :the direction of :vehicle movement, said supporting means .beingtdisposed and arranged in such position that. said member is :between said axles, and fluid cylinder meanszforforcing said member upwardly-into contact with the lower surface of the railway caricoupler.

3. Coupling apparatus for a rail traction vehicle comprising a generally horizontal beam on the vehicle transverse to the :direction 'of vehicle movement, a carriage slidably mounted-on the beam, a vehicle coupler head on the carriage shaped for mating engagement with a railway car coupler, said head definingan opening-a member on the carriage 'below-said-opening,sand fluid cylinder means for forcingsaid member upwardly into engagement with the lower surface of said railway car coupler when the vehic'lecouplerZhead and the car coupler are engaged.

4. Thestructuredefined in-claim 3 in-which the vehicle includes a pair'of spacedrail wheel axles and said member on the carriage below the opening in the coupler head is disposed between said axles.

5. Coupling apparatus for a rail traction vehicle comprising a generally horizontal beam on the vehicle transverse to-the direction'of vehicle movement, a carriage slidably mounted-'on-the beam, a vehicle coupler head'on the carriage shaped for mating engagement with a railway car coupler,-saidhead defining an'opening, a fluid cylinder headon-the carriage,'a-piston-slidably sealed-in said cylinder and :movable upwardly'towards said head when the vehicle coupler head and the car coupler are engaged for engagement with the lower surface of said railway car coupler, and means for 'forcing'fluid into said cylinder.

'6. Coupling-apparatus for a rail traction vehicle comprising a generally horizontal beam on the vehicle transverse -to the direction of vehicle movement, said beam being of-generally rectangular cross section and defining an upper inner edge and a lower outer edge, a carriage, grooved rollers rotatably mounted on the carriage and engaging said upper inner edge and said lower outer edge ofthe beam, a vehicle coupler head on the carriage shaped for mating engagement with a railway car coupler, said vehicle couplerhead defining an opening, a member on the carriage below the opening and fluid cylinder means for forcing said member upwardly into engagement with the lower surface of said car coupler when the vehicle coupler'head and the car coupler are engaged.

7. Coupling apparatus for a rail traction vehicle comprising a generally horizontal beam on the vehicle transverse to the direction of vehicle movement, said beam being of generally rectangular cross section and defining an upper inner edge and a lower outer edge, a carriage, grooved rollers rotatably mounted onthe carriage and engaging said upperlinner edge and said lower outer edge of the .baam,.a .vehiclecouplerhead on the carriage shaped for mating engagement with arailway car coupler, said head defining an opening, a fluid cylinder on the carriage, and a piston slidably sealed in the cylinder and movable upwardly towards the opening in said head for engagement with the lower surface of said railway car coupler when the vehicle coupler and the car coupler are engaged.

8. Coupler apparatus for a rail traction vehicle comprising spaced upright guides on the vehicle, a generally horizontal beam mounted in the guides transverse to the direction of vehicle movement, fluid cylinder means engaging the vehicle and beam for moving said beam in the guides, a carriage slidably mounted on the beam, a vehicle coupler head on the carriage shaped for mating engagement with a railway car coupler, said head defining an opening, and a member on the carriage below the opening in the vehicle coupler head disposed for engagement with the lower surface of said railway car coupler when said fluid cylinder means are actuated after engagement of the vehicle coupler head and the car coupler.

9. Coupling apparatus for a rail traction vehicle comprising spaced upright guides on the vehicle, a straight generally horizontal beam of rectangular cross section mounted in the guides transverse to the direction of vehicle movement, a carriage, grooved rollers on the carriage engaging at least two diagonally opposed edges of the beam and thereby supporting said carriage for sliding movement along the beam, a pair of fluid cylinders engaging the vehicle and the ends of said beam for forcing said beam upwardly in the guides, a vehicle coupler head on the carriage shaped for mating engagement with a railway car coupler and defining an opening, and a rigid member on the carriage below the opening for engagement with the lower surface of the railway car coupler when said cylinders are actuated after engagement of the vehicle coupler head and the car coupler.

10. Coupling apparatus for a rail traction vehicle comprising a vehicle coupler head for mating draft engagement with a railway car coupler, said coupler head defining an opening, a member below said opening for engagement with the lower surface of the railway car coupler when the vehicle coupler head and the car coupler are engaged, hydraulic cylinder means for forcing said member upwardly, a carriage for the coupler, and a pair of spaced guides engaging the carriage, said guides being adapted for mounting on the rail vehicle for movement in a generally horizontal plane transverse to the direction of vehicle movement.

11. Coupling apparatus for a rail traction vehicle comprising a vehicle coupler head for mating draft engagement with a railway car coupler, a support member on the vehicle slidably supporting the head for generally horizontal movement in an upright plane transverse to the direction of vehicle movement, and piston means below the head and fixed thereto, said piston means being disposed for exerting upon actuation an upwardly directed force against a lower surface of said car coupler after engagement of the vehicle coupler head with the car coupler.

References Cited in the file of this patent UNITED STATES PATENTS 482,180 Johnson Sept. 6, 1892 1,342,761 Richardson June 8, 1920 2,306,208 Dumont Dec. 22, 1942 

